Automatic electric train signal and controlling device



(No Model.) 2 sheets-sheen 1.

W. H. WILSON. AUTOMATIC ELBGTRIG TRAIN SIGNAL AND GONTROLLING DEVICE. No. 435,340. Patente A11. 2, 1890. u

(No Model.) ZSheets-S-heet 2.

W. H. WILSON. A 1G TRAIN SIGNAL AND GONTROLLING DEVIGB.

ATOMATIG BLBGTR No. 435.340.

UNITED STATES PATENT' OFFICE.

WILLIAM H. VILSON, OF NEVYORK, N. Y., ASSIGNOR OF ONE-HALF TO t VILLIAM J. KELLY,- OF BOSTON,

BURN, MASSACHUSETTS.

AND CHARLES H. ARNOLD, OF VO- AUTOMATIC ELECTRIC TRAIN SIGNAL AND CONTROLLING DEVICE.

l SPECIFICATION forming part of Letters Patent No. 435,340, dated August 26, 1890.

Application filed July 27, 1889. Serial No. 318,978. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM H. WILSON, a citizen of the United States, and a resident of New York, in the county of New York and State of New York, have invented new and useful'lmprovements in Automatic lzllectrieA Train Signals and Controlling Devices, of which the following, taken in connection with the accompanying drawings, is a specicat-ion.

This invention relates to improvements in automatic electric train signals and controlling devices for the purpose of preventing trains in block systems from coming too near each other, and thus preventing accidents caused by one train running into another one ahead of it on the same track, and for this purposeI make use of devices constructed and arranged as follows, reference being had to the accompanying drawings, wherein- 'p Figure l represents a perspective view showing the general arrangement and location of parts composing the invention. Fig. 2 represents a partial side elevation of a locomotive, showing the improved valve-releasing device for automatically letting oft the steam from the boiler and setting the vacuum or other brake. Fig. 3 represents a transverse section of the engine-cab, showing the valve-releasing device in end elevation. Fig. 4 represent-s a detail plan view of said valve-releasing device, part of which is shown in section. Fig. 5 represents a detail perspective view of the tripping device for automatically actuating the valve-releasing device above mentioned on a locomotive or motor running onto the guarded portion of the block system, and thus arresting' such motor, locomotive, or train, to enable the driver to ascertain the cause of the obstruction. Fig. 6 represents detail parts ofY said tripping device. Fig. 7 represents a detail view of the rock-lever and shaft for operating the said tripping device mechanically, and Fig. S represents a detail perspective view of the triplever and locking-bolt on the valve-releasing device.

Similar letters refer to similar parts wherever they occur on the different parts of the drawings.

a a represent the rails of a railroad-track, as usual, and B represent-s a locomotive or motor, on which b is the boiler.

In addition to the valve-releasing device on the motor, which will hereinafterbe described, I use a tripping device C, a battery D, and a circuit-closer E, electrically connected, constructed, and arranged as follows: The tripping device C is arranged in a suitable manner outside of one of the rails and in close proximity thereto, as shown in Figs. l and 5, and it is constructed as follows: It is composed of a base c, on which is mounted the electro-magnet c c', having ground-wire x and battery-wire a1 leading to the battery D, as shown in Fig. l. Above the electro-magnet is pivoted at c the armature-lever c3, having armature c4 secured to it as shown in Fig. 5. The said armature-lever is automatically raised from the electro-magnet, when the current through the battery D is broken by the influence of aspring c5. (Shown in Fig.5.) The free end of the armature-lever c3 is limited in its vibration in a frame c6, provided with the usual adjustable regulating-screws, similar to those used on Morses electric sounders.

To the base-plate c is secured the frame cT in bearings, in which is j ourualed the shaft es, provided in its upper end with a railwaysignal c9 of any well-known form or construction, as shown in Figs. 1 and 5.

To the shaft 08 is secured the lever cw, having preferably in one end a head cl2, as shown in Fig. 5. Vhen the track is clear, the lever c10 is normally held by the infiuence of y a spring 013 in the position shown in dotted lines in said Fig. 5. When a Inotor or train passes by the place near the above-mentioned tripping device, the wheel-flanges pass over and depress a lever Cl close to the rail a, as shown in Fig. 5. Said lever is attached to a shaft C, located in suitable stationary bearings and provided in its inner end with a segmentalgear C3, the teeth of which mesh into the teeth of the pinion C4, secured to the vertical shaft o8, as shown in Fig. 6. By this arrangement the lever C is depressed when the wheels of a motor or train pass over it, causing the shaft C to be rocked and the turned farther than at a right angle, or nearly so, to the rail a. i

The full lines of the lever C10 in Fig. 5 indicate danger and show to the engineer that a train has passed by the tripping device in the guarded block and has not passed by the circuit-closer E, which latter may be arranged a mile or so from the tripping device C, ac cording to the desired distance in the block system.

The circuit-closer E is made of any wellknown form, the one shown in Fig..1 being.

composed of a lever e, havingr its end arranged inside of the rail a., so that the wheel-flanges of the train or motor will depress it. The said lever is pivoted at e', and beyond said fulcrum the lever is made to rest against the lower end of a spring-pressed rod e", provided with a metallic electrode e3, connected to the ground-wire az, as shown in Fig. l. As the lever e is depressed, the electrode e3 is brought in metallic connection with the metallic electrode e4, that is connected by means of the wire w3 to the battery D. It will thus be seen that when the train passes by the lever c at the end of the block in the system the current through battery D will be closed, causing the armature-lever c3 to be attracted toward the electro-magnet c' c in the tripping device, by which the lever 010 is liberated Aand swung by the iniluence of its spring C13 to the no-danger position indicated by dotted lines in Fig. 5, showing to the driver of a train following that the block in the system is clear.

In connection with the lever C10 and its head 012,1 use avalve-releasingdevice on the locomotive or motor, which is constructed as follows: On a suitable frame or bracket 19 on said motor is pivoted at 1J the tripping-lever 1)"1, the inner end of which is connected to a link 194, which is connected to a spring-pressed locking-bolt b5, the end of which is adapted to enter a perforation in the releasing-bar 1911, as shown in Figi 8. The said valve-releasing bar 1)6 is normally held in position (shown in Fig. 2) by the in iuence of a suitable spring 11"'.- The end of the bar 121 nearest the cab B of the motor B is connected to a hand-lever 128, that is pivoted in its lower end in any suitable inanner to the cab or its connections. A link 1111 is connected to the lever 198, and said link is attached to a cock-valve or cut-oi 12111 on the steam-let-oi pipe 1112, leading from the boiler 1), as shown in Figs. 2 and 3. The steam-l'et-oi pipe 1912 is connected to av small cylinder 1113, in which is arranged the piston 1), normally held in the position within the cylinder 1213, as shown in Fig. 4.

b15 is an escape-pipe leading from the cylinder 1113, said pipe being the usual vacuumpipe employed in the Ames or'other wellknown vacuum-brake devices, by which such automatic brakes are operated by the liberation of the steam from the boiler, and I wish to state that I do not confine myself to any particular mechanism or device for operating the brakes, it being only necessary that the same shall be eifected automatically by the tripping-lever on the motor, as described. The piston 1914 has its stem connected to the usual throttle-lever 1717, pivoted at 518 for the purpose of returning the piston 1111 to its normal position (shown in Fig. 4) after it has been acted on by the steam from the pipe D12.

To the throttle-lever 1217 is pivoted the usual throttle-valve rod 1216, by which the steam, supply to the cylinders is regulated as usual.

The operation of the Asaid valve-releasing device is as follows: It' a train or motor is on the track in the block between the tripping device C and circuit-closer E, the lever c1 on the tripping device will be held in the position shown in full lines in' Fig. 5, indicating dangerv Should a locomotive or motor provided with my valve-releasing device now advance beyond the tripping device C, the head C12 on the lever 010 will come in contact with the pivoted lever b3 on the motor and swing the latter to one side, as shown in dotted lines in Fig. 8, causing the bolt 115 to bc released from the spring-pressed bar 1J, which latter is then liberated and moved by the iniluence of its spring 117 in the direction shown by arrow in Fig. 2, causing the valve 1910 to be turned, by which the steam in the boiler is allowed to escape into the cylinder 1213 against the piston 1914, which latter is thereby forced forward and beyond the exit and vacuum pipe 1115, thus allowing the steam from the boiler to escape through cylinder 1913 and pipe 1215, thus reducing the pressure in the boiler at the same time as a vacuum is produced in the brake mechanism, by which such brake mechanism is automatically operated for putting on the brakes. At or about the same time as the steam is let o from the boiler and the vacuum-brake operated as above mentioned, the throttle-valve rod 111 is operated, causing the steam from the boiler to be automatically cut off from i the cylinders. It will thus be seen that the motor is automatically arrested independently of the action of the driver or man in chargein case it should happen to enter the guarded block when such block is occupied by a train or motor.

In the drawings the device has been shown as applied toa steam-motor; but the invention is equally well adaptedfor electric or other motors of any well-knownform or make without departing from the essenceot` my invention.

Having thus fully described the nature, construction, and operation of my invention, I wish to secure by Letters Patent and claiml. In a trainsignal and controlling device,

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the combination of a vertical signal-shaft having a spring-controlled lever movable in a horizontal plane, an electro-magnet having an armature and arranged in an open circuit including a battery and a circuit-closer, a lever operated by the train for moving the signalshaft, a lever operated by the train for moving the circuit-closer to close the circuit, a motor having at one sidea horizontally-swinging trip-lever, a releasing-bar on the motor, and means for connecting the trip-lever With the releasing-bar, substantially as described.

2. In a train signal and controlling device,

the combination of a vertical signal-shaft hav- I ing a spring-controlled lever movable in a horizontal plane, an electro-magnet having an. armature and arranged in an open circuit includin g a battery and a circuit-closer, a lever operated by the, train and connected with and serving to rotate the signal-shaft, a lever operated by the train for moving the circuitcloser to closethe circuit, a locomotive having at one side a horizontally-swinging triplever adapted to be swung by the spring-controlled lever on the signal-shaft, a steam-cutoff valve for the boiler of the locomotive, a releasing-bar connected with the valve, and means for detachably connecting the trip-lever with the releasing-bar, substantially as described.

3. The combination, with a signal-shaft having a lever movable in a horizontal plane, of a locomotive having at one side a flexible arm which is movable in a horizontal plane and arranged to be struck and moved by the lever on the signal-shaft, a steam-cut-off valve for the boiler of the locomotive, a spring-controlled releasing-bar connected withthe valve, alocking-bolt engaging said releasing-bar and disengaged therefrom by the movement of said flexible arm, and a lever for resetting the valve-releasing bar, substantially as described.

4. ln a train signal and controlling device, the combination, with a lever 010 beside the track, of a locomotive, the cylinder Z913, having a pipe 512 leading to the boiler and provided with a steam cut-off valve, a valve-releasing bar h6, a flexible arm b3, arranged on the locomotive and adapted to be moved by the lever beside the track, and a locking device engaging the said releasing-bar and disengaged therefrom by the movement ofthe said fiexible arm, substantially as described.

5. Ina train signal and controlling device, the combination, with a vertical signal-shaft having a lever which is movable in a horizontal pla-ne, of electro-magnetic mechanism for holding and releasing said lever, a motor moving on the track and having a horizontally-movable trip-arm adapted to be `struck and moved by the lever on the signal-shaft,

and a brake-setting mechanism thrown into eective operation When the tri p-arm is struck by the lever on the signal-shaft, substantially as described.

6. In a train signal and controlling device, the combination of avertical signal-shaft having a lever which is movable in a horizontal plane, a lever connected with the signal-'shaft and operated by the train to rotate the latter, electro magnetic mechanism including an open circuit and a circuit-closer and serving to hold and release the lever on the signalshaft, a lever operated by the train to move said circuit-closer and close the circuit for releasing the lever on the signal-shaft, a motor having at one side a horizontally-movable trip-arm adapted to be struck and moved by the lever on the signal-shaft when thesaid lever is held by the electro-magnetic mechanism, and brake-setting mechanism thrown into effective operation when the trip-arm is moved by the lever on the signal-shaft, substantially as described.

7. In a train signal and controlling device,

the combination of a signal-shaft having av lever which moves in ahorizontal plane, alever beside the track operated by the train to rotate the signal-shaft, electro-magnetic mech` anism including an open circuit andacircuitcloser for holding and releasing the lever on the signal-shaft, a lever operated by the train to move the circuit-closer and close the circuit for releasing the lever on the signal-shaft, a locomotive having at one side a iiexible triparm movable in ahorizontal plane and adapted to be struck and moved by the lever on the signal-shaft When said lever is held by the electro-magnetic mechanism, a steam-cut-off valve for the boiler of the locomotive, a releasing-bar connected with the valve, a locking-bolt engaging the releasing-bar and disengaged therefrom by the movement of the flexible trip-arm, and a lever for resetting the releasing-bar, substantially as described.

8. The combination, With a lever c10 beside the track, of a motor moving on the track and provided With a pivoted horizontally-swinging trip-arm b3, adapted to be swung by the said lever, the spring-pressed releasing-bar b, the spring-locking bolt b5, connected with the trip-arm, engaging the releasing-bar and disengaged therefrom by the movement of the trip-arm, and a resetting-lever bs for the rereleasing-bar, substantially as described.

In testimony whereof I have signedA my name to this specification, in the presence of two subscribing Witnesses, July, A. D. 1889.

WILLIAM Il. IVILSON.

Vitnesses:

ALBAN ANDRN, MATTIE J. JACKSON.

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on this 12th day of 

